Electrical system



F l a. 23, 1943. L. H. VON OHLSEN ETAL 2,312,275

ELECTRICAL SYSTEM Filed July 12, 1940 2 Sheets-Sheet 1 INVE TO 5 Louis 5021 Ohlsen BY John J Kennedy Feb. 23, 1943. L. H. VON OHLSEN ETAL 2,312,275

ELECTRICAL SYSTEM Filed July 12, 1940 2 Sheets-Sheet 2 INVE T, Louis 221 Ohloen,

' John I Kennedy D Em, $41 M TTORNEYS Patented Feb. 23, 1943 UNITED STATES PATENT OFFICE ELECTRICAL SYSTEM ration of Delaware Application July 12, 1940, Serial No. 345,118

(Cl.-171l23) Claims.

This invention relates to the translation of power from one form to another, and more particularly to a system of supplying alternating current to fluorescent lights on railway cars.

An object of this invention is to provide a reliable and dependable source of alternating current of constant frequency and voltage. A further object is to provide a control for a motor alternator which is capable of receiving from a direct current source, the voltage of which varies over a wide range, and delivering to a load alternating current of constant frequency and voltage. A further object is to provide a source of supply for alternating current power which does not consume power when not in use but which may be conditioned for use in a minimum period of time.

A still further object is to provide control means for apparatus of the character referred to above which is automatically operable in response to changes in the source of supply and in the load to maintain the output voltage and frequency within permissible limits. Another object is to provide apparatus of the above character which is readily adaptable for use with different types of loads. A further object is to provide apparatus which is simple and sturdy in construction and which is inexpensive to manufacture and eificient in operation. A further object is to provide durable apparatus which is light in weight and de-.

pendable in operation. Other objects will be in part obvious and part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements, and arrangements of parts as will be exemplified in the structure to be hereinafter described and the scope of the application of which will be indicated in the following claims.

In the drawings:

Figure 1 is a circuit diagram of one embodiment of the invention with certain details omitted for clarity; and

Figures 2 and 3 are similar to Figure 1, showing other embodiments of the'invention.

All three of the illustrative embodiments of the invention are particularly suited for use on a railway car having an axle-driven generator, though the principles involved have application elsewhere. On railway cars, such as coaches, pullman cars, and the like, each car is provided with its own individual electrical system; this system generally includes a set of storage batteries, lighting and other equipment and an axle-- equipment is provided under some circumstances for .supplying power to the system when the car is stationary in the yard, and in some systems, means is provided for driving air-conditioning equipment directly from the axle when the car is traveling at a proper speed. In all systems, the equipment should bevsturdy and it should be dependable in action. Furthermore, it is diflicult to insure that the equipment will receive proper attention during use, and it is therefore desirable that the'equipment operate with a minimum of adjustment and repair. In addition to these considerations, it must be borne in mind that the equipment must be light in weight and efficient in operation.

It has been found that fluorescent lights are very well suited for railway lighting, and it is therefore desirable to provide for their use by furnishing a reliable and efllcient source of alter hating current on railway cars. It is not practical to provide only an axle-driven alternator as this would not operate when the car was stationary or moving at a slow speed, and the frequency would vary over a wide range. It is proposed to provide an alternator driven by a direct current motor deriving its power from the bat tery-generator system of the car. However, this is difficult because of 'many problems such as those referred to above. Further, it should be noted that during operation, the voltage of the car battery-generator system varies depending upon the condition of charge of the battery, and upon whether or not current is being supplied by the generator which is mechanically connected to the car axle. With the usual type of car system, the normal voltage variation-may be from 28 to 45 volts. It is an object of this invention to provide a source of alternating current having the proper characteristics under the above conditions.

In the present embodiment of my invention,

.apparatus is provided which derives its power from the battery-generator system of the car and which produces alternating current of substantially constant frequency and voltage. The present invention is capable of receiving power over the wide range of voltage of the battery-generator system, and efflciently delivers alternating current of substantially constant voltage and frequency. During operation, there are changes in the alternating current load, and the present apparatus is capable of maintaining reasonably constant voltage and frequency with changes in the load.

In the embodiments of the invention herein disclosed, a motor alternator set is provided wherein an alternator is driven by a direct current motor which starts rapidly because of the use ofa starting winding, but when the set comes. up to speed, the starting winding is rendered ineffective so that it does not interfere with the proper operation of the set. Certain features of the present invention render the apparatus adaptable for standardization so that one unit may be readily installed for usein any one of several different types of cars.

Referring particularly to the left-hand side of Figure 1 of the drawings, a generator 2 is pro-- vided with a controller 4 which maintains the proper current in the generator field 6. One side of the generator is connected through a line I and a switch Hi to a line H and a set of batteries 12; this line H is connected through a manual switch 9 to a line 8. The other side of the generator is connected through a line l4 to the other side of the batteries. Lines It and I4 are the main power lines of the battery-generator system which carries a load .16 consuming direct current. When. switch 9 is closed, the voltageacrossilines 8 and I4 is the same as that of lines H and I4, and this voltage varies depending upon the state of chargeofthe set of batteries and the starting and stopping of the charging action of the generator. Connected across lines 8 and l4,'and thus adapted to be energized by the voltage of the battery-generator system, is a. direct current .motor 18 having a main shunt field winding H, a starting winding H! for producing highstarting torque and an armature 20. Armature 20 is connected through a shaft 22 to drive the armature 24 of an alternator indicated at 26 and havng a main field winding 25 and an auxiliary field winding 21. The alternator output brushes are connected to a pair of alternating current lines 28 and 30 which supply alternating current to a load 32 which, in this embodiment, is a bank of fluorescent lights and theirattendant auxiliaries.

Motor I8 operates at constant speed throughout a wide range of variation in the supply voltage, and illustratively, this motor is of the type shown in United States Patent No. 2,134,900. Accordingly, the main field winding I! is connected in series with aresistance unit 42 of Thyrite, or any other material havingsimilar voltage and current characteristics. The magnetic section of the motor l8 is'liberal in design and operates below the saturation point on the magnetization curve of the iron. Thus, an increase in field' current is accompanied, by a substantially proportionate increase .in magnetic, flux.

Resistanceunit 42 has the characteristic that its conductivity varies with the potential impressed upon itand when there is, a variation in the voltage impressed upon the field circuit, the field current varies ata rate more rapid than does the voltage. Due to the unsaturated condition of the iron, the current variation is accompanied by a substantially proportionate variation in flux. lllustratively, if the voltage across lines8 and I4 increases, there. is a substantially greater increase in the field current and in the magnetic fiux. This substantial increase in magnetic fiux is sufficient to hold the motor speed constant. I 7

As explained in detail in the above-mentioned patent, resistance unit 42 has a negative resistonce-temperature coefficient, and it is so designed and positioned that. the changes in its resistance compensate for the changes in resistance of field winding ll. Thus, the conditions of use do not cause changes in field current which would result in appreciable changes in motor speed .because of temperature changes.

It is important that upon the closing of switch 9 power will be available for the bank of lights 32 without undue delay, and motor 18 is therefore provided with a starting winding l9 so designed as to make the motor start rapidly.

motor, these variations in current tend to cause variations in the field flux. This isun-desirable, particularly because of the-fact that variations in field fiux have an inverse efiect upon motor speed. That is, an increase in load tends to cause an increase in this field fiux which in turn tends to cause a decrease in motor speed, and adecrease in load tends to cause adecrease in this'fiux which in turn tends to cause an increase in motor speed. In addition to this effect of winding IS, the mechanicalload upon the motor tends to slow it down due to factors such as armature reaction.

To compensate for theseefiects, motor I8 is provided with a compensating field winding 2! which opposes the main motor field winding H and starting winding [9. This compensating field winding is so proportioned that as the load on the motor increases, the total field fiux produced by all of the motor fields is reduced'so that the motor speedremainsconstant. However, winding 2i is not energized during the starting period, and therefore does not -interfere with the starting function of winding I9. In this embodiment, compensating .WinEding 2| is rendered ineffective during the 'starting period by the closing of a normally closed switch 23 which connects the juncture of windings l9and 2| with line 8. After the motor-alternator set comes up to full speedswitch 23 isfopened by the energization .of its solenoidsl which is connected across lines 28 and 30 of alternator 25. Accordingly, during the starting period, switch 23 is closed with the result that the current flowing to winding is'fio'wsthrough' switch 23 and winding 2! is shortcirc'uited so. that it carries nov current and is ineffective. Later, when the motor alternator comes upftoispeed. solenoid 3! is energized to thereby open switch 23', andthe motor armature current then flows through winding 2 I. This renders winding 2! effective to neutralize the eifect of winding 89 anri'the effect of armature reaction, and. the effective rnagnetic field of the motor istherebymaintained at the proper value to hold'the motor speed constant. f As indicated above, the magneticfield. of 7 alternator 26 is produced by the main alternator 7 ing 25 is substantially constant e'ven though the voltage between lines 8 and. id variesover a wide range. In this manner, the fiux produced by main field winding 25 tendsto produce a'c'onstant voltage across the output lines '26 and 39.

However, the load of the bank of lights and auxiliaries varies over a wide range so that the output current of alternator 26 varies and the alternator voltage varies due to the armature reaction. Thus, an increase in load current tends to cause a drop in line voltage, and it is desirable r to compensate for this voltage drop by increasing the excitation of the alternator. Accordingly, auxiliary field winding 21 carries the motor armature current, which current varies with the load upon alternator 26. Thus, as the alternator current load is increased, there is a corresponding increase in the mechanical load upon motor |8 and a resultant increase in armature current. This produces an increase in the flux of auxiliary field winding 21 which adds to the flux produced by main field winding 25; In this manner, the increase in current load on the alternator is ac companied by, an increase in the excitation of the alternator, which increase is sufficient to compensate for the armature reaction. As a result, the voltage of the alternator remains con stant.

In the similar embodiment of Figure 2, the tendency for changes in load to cause changes in motor speed is neutralized by the use of cur rent derived from the alternator 26. As explained in the discussion of the embodiment of Figure 1, changes in load tend to cause changes in motor speed due to the effect of starting winding l9 and the efiect of armature reaction, etc. In Figure 2, these effects are compensated for by a compensating winding which is connected through leads 52 and 5d to a rectifier unit 56. Rectifier unit 56 receives power from the output winding 58 of a current transformer 66 having its primary winding 62 in line 30 of the alternator load circuit. During the starting period of unit 56 to winding 5| and this current tends to oppose the effect of field windings l9 and IT.

The effect of this current in winding 52 is sufficient to neutralize winding l9, and other factors, such as armature reactance, etc., which tend to reduce the motor speed. Thus, as in the embodiment of Figure 1, the compensating field winding reduces the total field flux produced by all of the motor field windings to maintain constant motor speed.

Referring to the embodiment of Figure 3, the effect of changes in load upon the motor speed is neutralized in the same manner as the embodiment of Figure 2 with the compensating field winding 5| receiving current through rectifier unit 56 and current transformer 60. However, in Figure 3, the current from rectifier unit 56 is also utilized to compensate the alternator volt age for changes in the load so that the flux produced by the auxiliary winding depends directly upon the alternator current rather than upon the motor armature current as in the embodi ments of Figures 1 and 2. Accordingly, the auxillary field winding 81 of the alternator is connected in series with compensating winding 5|.

When the load current is used to produce the load-compensating flux for the alternator and the compensating effect for the starting winding, it is desirable that the equipment be adjustable to permit its use with loads of difierent power factors, as a change in the power factor of the load changes the compensation. To allow for this, the primary winding 62 of transformer 60 is provided with a tap 64 which is connected to line 36 when the blade of a switch 66 is at the left. When the blade of switch 66 is at the right as shown, the current of line 36 flows through theentire winding 62, and when the blade is at the left, the current of line 30 flows through only a portion of winding 62.

Thus, when the power factor of the load is per cent, the blade of switch 66 is moved to the right and the compensations of winding 5| and of auxiliary winding 6| are such as to maintain proper motor speed compensation and proper alternator voltage compensation. When the power factor of the load is low, as for example at 60 per cent, the blade of switch is moved to the left, thus cutting out a portion of the primary winding 62 and changing the value of the current supplied to windings 5| and 61. It is understood that tap 61 may be located on winding 62 to compensate for any power factor, and when desirable, more than one tap may be. provided with a contact on switch connected to each tap.

As many possible embodiments may be made of the above invention and as many changes might be made in the embodiment above set forth, it is to be understood that all matter hereinbefore set forth, or shown in the accompanying drawings is to be interpreted as illustrative and not in a limiting sense.

We claim:

1. In an electrical system for supplying alternating current of substantially constant ire quency and voltage to a load which may vary and wherein power is derived from a source of direct current, the combination of, a direct current motor having a main field winding and a r'tarting winding positioned in the same magnetic rzcis, an alternator mechanically connected to be driven by said motor and having its output leads connected to supply current to a load, and a compensating winding which is positioned in the same magnetic axis as said starting winding and which, after said motor has reached full speed, carries current to neutralize the effect of the current flowing in said starting winding, and

means to supply current to said compensating winding responsive to the operation or" said alter nator.

2. In an electrical system for supplying alternating current of substantially constant frequency and voltage to a load and wherein power is derived from a direct current source, the combination of, a direct current motor having an armature connected to carry current which varies with the load, a starting winding connected in series with said armature, a compensating field winding positioned in the same magnetic axis as said starting winding and connected to carry current to oppose the magnetic flux set up by said starting winding, and means deriving power from said alternator and responsive to the operation thereof to control the current flowing through said compensating winding.

3. In anelectrical system for supplying alternating current of substantially constant frequency and voltage to a load which may vary and wherein power is derived from a source of direct current, the combination of: an alternator hav ing its output leads connected to supply power to a load; a motor mechanically connected to drive said alternator, said motor having a main field winding to provide flux for the motor mainly after the motor has reached substantially full speed, a starting winding to provide field flux for the motor during the starting period of the motor, and a compensating winding positioned in the same magnetic axis as said starting winding and connected to carry a current tending to set up a flux neutralizing armature reaction and the fiux produced by said starting winding; and means responsive to the operation of said alternator to render said compensating winding eilective when said motor and alternator have been started.

4. In an electrical system for supplying alternating current of substantially constant frequency and voltage to a load which may vary and wherein power is derived from a source of direct current, the combination of: an alternator having a main winding and an auxiliary winding, means to supply current to said main winding to thereby produce the main field flux for said alternator; a direct current motor having an armature, a shunt winding and a series winding positioned in the same magnetic axis; means connecting in series; said series winding, said armature, and the auxiliary winding of said alternator; means mechanically connecting said motor to drive said alternator; a compensating winding wound with said series winding of said motor and positioned in the same magnetic axis therewith; and means responsive to the operation of said alternator to cause current to flow through said compensating winding in a direction and of a value to neutralize the flux-producing effect of said series winding and to neutralize other effects such as armature reaction, whereby the total field flux of, said motor is decreased with increases in load.

5. In an electrical system for supplying alternating current of substantially constant frequency and voltage to a load which may vary and wherein power is derived from a source of direct current, the combination of: an alternator to supply alternating current to a load; a direct current motor mechanically connected to operate said alternator, said motor including, a starting winding which tends to set up magnetic flux during operation varying with the load of said alternator, and a compensating winding positioned in the same magnetic axis and connected to carry current to oppose the normal field flux of said motor; and means controlling the fiow of current through said compensating winding and responsive to the operation of said alternator to prevent the fiow of current through said compensating winding when said alternator is being started, and to then vary the current flowing through said compensating winding in accordance with the load upon said alternator.

6. In an electrical system for supplying alternating current of substantially constant frequency and voltage to a load which may varyand wherein power is derived from a source of direct current, the combination of: an alternator to supply alternating current to a load; a direct current motor mechanically connected to operate said alternator, said motor including, a starting winding which tends to set up magnetic flux during operation varying with the load of said altermotor, and a compensating winding positioned in the same magnetic axis and connectedto carry current to oppose the normal field fiux of said motor; and control means to control the fiow of current through said compensating winding comprising, a solenoid unit, a switch unit which is to supply alternating current to a load; a direct current motor mechanically connected to operate said alternator, said motor including, starting winding which tends to set up magnetic fiux during operation varying with the load of said alternator, and a compensating winding positioned in the same magnetic axis and connected to carry current to tend to set up flux opposing that set .up by said starting winding;

and means to supply current to said compensating winding comprising, a transformer with its primary winding in one of the output leads of said alternator, and a rectifier unit with its input side connected across the output side of said transformer and with its output side connected to deliver current to said compensating winding.

8. In an electrical system for supplying alternating current of substantially constant frequency and voltage to a load which may vary and wherein power is derived from a source of direct current, the combination of: an alternator to supply alternating current to a load; a direct current motor mechanically connected to operate said alternator, said motor including, a starting winding which tends to set up magnetic fiux during operation varying with the load of said alternator, and a compensating winding positioned in the same magnetic axis and connected to carry current to oppose the normal field flux of said motor; and means to supply current to,

said compensating winding comprising, a current transformer with its primary winding in one of the output leads of said alternator, and a rectifier unit with its input side connected across the output side of said current transformer and with its output side connected across said compensating winding, said current transformer having a primary winding with a plurality of sections connected to a switch means having a plurality of contacts and a blade which is adapted to be moved selectively into engagement with said contacts, whereby the ratio for said current transformer is selected which results in the proper current being delivered to said compensating winding.

9. In an electrical system for supplying alterhating current of substantially constant frequency and voltage to a load which may vary and wherein power is derived from a source of direct current, the combination of: an alternator having a main winding and an auxiliary winding,

, means to supply current to said main winding to thereby produce the main field fiux for said alternator; a direct current motor having an armature, a shunt winding and a series winding; means connecting in series, said series winding and said armature; means mechanically connecting said motor to drive said alternator; a compensating winding wound with said series windmg of said motor and positioned in the same magnetic axis therewith; and means to supply current to said compensating winding and to said auxiliary winding comprising, a current transformer with its primary winding in one of the output leads of said alternator, and a rectifier unit with its input side connected across the output side of said current transformer and with its output side connected to deliver current to said compensating winding and said auxiliary winding.

10. In a railway electrical system, the combination of, a direct current motor having a main field winding which supplies the major portion of the field flux during the normal running period and having a starting winding which is positioned in the same magnetic axis as said main field winding and which is in series with the armature and which supplies the major portion of the field flux during the starting period, a neutralizing winding wound with said starting winding and positioned in the same magnetic axis therewith and adapted to carry current to buck said starting winding and to substantially neutralize the effect of said starting winding during the normal running period, an alternator mechanically connectedto be driven by said motor and having a load which demands electrical power of substantially constant characteristics, and control means to regulate the supply ing of'current to said neutralizing winding so that substantially no current is carried by said neutralizing winding during the starting period of the motor and during normal operation the current varies substantially with the load on said alternator.

LOUIS H. VON CHI-SEN.

JOHN J KENNEDY. 

